Brake beam suspension



Jan. 17, 1933. E. G. Bussi-2 BRAKE BEAM SUSPENSION Filed March 9, 1931 o 5 mfG/V Q @v @GO OGG P e 8 D T0/N l e Q ne Patented Jan. 17, 1933 UNITED STATES PATENT` OFFICE EDWIN G. BUssE, or CHICAGO, ILLINOIS, AssIGNOn 'ro CHICAGO RAILWAY EQUIPMENT COMPANY, or CHICAGO, ILLINOIS, A CORPORATION or ILLINOIS BRAKE BEAM SUSPENSION Application filed. March 9, 1931.

My invention relates to railway rolling stock and consists particularly in a novel overhead third point supporting means for bra-ke beams.

In order to prevent tilting of the brake beam during application of the brakes and also at the moment the brakes are released and while brakes are in released position, due to preponderance of weight of brake rigging parts forward of hanger pivoting point, a support is ordinarily provided for engaging the inner end of the strut member. This support, in the past, has been secured to convenient portions of the truck frame or bolster or to an adjacent bottom connecting rod.

My invention has for its object the provision of a satisfactory third point support, for trusstype brake beams, which may be suspended from an overhead connecting rod. I

attain this object in the structure illustrated in the accompanying drawing in which Figure 1 is a fragmentary top view of a truck embodying my invention.

Figure 2 is, in part, a side view and, in

part, a vertical longitudinal section taken on the center line of the truck.

Figure 3 is a detail vertical section taken on line 3 3 of Figure 1.

Figure 4 shows a modiied form of hanger and strut assembly.

Figure 5 shows still another modilication of the same.

The truck shown includes sideframe members 1 carried on the wheels 2 and axles 3 through the usual journal boxes 4. A spring plank box 5 extends through the side frames and mounts springs 6 and bolster 7.

The truck is also provided with well known clasp brake gear and rigging including deadlever fulcrums 8 and 9, connecting rods 10,

11 and 12, links 13. an equalizing lever 14,

dead levers 15 and 16, and live levers 17 and 18.

The brake beams shown are of the familiar truss type, each including a compression Serial No. 521,353.

member 19, a tension member 20 and a strut 21 forming the fulcrum arm. Brake heads 22 are mounted on the ends of the beams and are supported by the usual hangers 33 suss pended from brackets 23 and 24 projecting 50 inwardly Afrom sideframe 1.

Each strut 21 is provided with ears 25 at the forward end, extending over the tension member 20, for engagement with the Corresponding supporting strap. Straps 26 and 55 27 are hooked over fulcrum rod 9 and sup port the inner ends of struts 21 of the brake beams applied to the right hand wheels (Fig ure 2). Straps 28 and 29 are hooked over ,M connecting rod 1() and support the strut ends of the beams applied to the left hand wheels. To provide for relative movement of the brake beams and their supporting rods, each strap is rounded at the top, as indicated at 30, to permit the support to freely pivot as well as to slide along the supporting rod.

I prefer to assemble the strut and supporting strap as shown in Figure 4, in which each strap 35 has, at the lower end, a tongue 31 adapted to be inserted between the ears 34 of the supported strut 36, and both the strut ears and tongue 31 are perforated to provide for a retaining pin 37. Tongue 31 may be compressed between the ears 34, in which case the consequent tendency of the tongue to expand would serve to prevent rattling.

In Figure 3, the strap 27, depending from rod 9, has at its lower end a U-shaped portion within which the strut ears 25 are supported. The assembly is maintained by means of a pin 32.

In Figure 5, the strut 38 is provided at its front end with upwardly projecting ears 39. The lower end of supporting strap 40 is held between these ears by a pin 41.

Each of tliestructures described provides an adequate single support for the middle of the truss beam at the front thereof, which is more effective and more economical than Y would be the case where a support is provided near each end of the beam, resulting in duplication of supportin elements and likely, failin to prevent t e beam from tilting. The re ative movement between the beams and overhead anchor rods, utilized wherever possible, is less than the relative movement between the beams and any of the bottom connections. Hence there will be less wear on the rods and straps.

Obviously the length and shape of the supporting straps depend upon the location of the particular overhead rod to be engaged and the construction may be varied accordingly to meet particular conditions. While the invention is particularly adapted for use in connection with truss-type beams, it is also applicable to solid or bar type beams in which the fulcrnm arm does not serve as a strut.

All of the above as well as other modifications may be made in the preferred form without departing from the spirit of the invention and I contemplate exclusive use of all such modifications as come within the scope of my claims.

I claim:

1. In combination, a brake beam including a fulcrum arm, a connecting rod above said beam, and a support member having one end hooked over said rod and slidably engaging the same, the other end of said member supporting the inner end of said arm to prevent said beam from tilting.

In combination, a brake beam including tension and compression members and a strut therebetween, a connecting rod above said beam, and a support member slidably and pivotally engaging said rod and secured to the inner end of said strut for preventing said beam from tilting.

3. In combination, a truss-type brake beam including a strut having ears projecting from the forward end thereof, a connecting rod above said beam, and a strap having its upper end hooked over and slidably carried by said rod and having a resilient part at its lower end engaging said ears, said part being distorted in assembly with said ears whereby rattling is revented.

4. A t ird point support for a brake beam comprisin a strap having an element adapted to slida 1y and pivotally engage an overhead rod, and having an element at the other end adapted to en age the inner end of the strut of the brake eam.

5. In combination, a pair of truss type brake beams, each including compression and tension members and a strut having ears extending over the tension member, an overhead rod comprising part of the brake operating gear, and support members having slidable and pivotal connection with said rod and each engaging the ears on one of said struts to prevent the brake beam from tilting. 

